Reduction and multistroke power-transmitting mechanism



Eb. 5, 1924.: c. REINEKE REDUCTION AND MULTISTROKE POWER TRANSMITTING MECHANISM Filed March '7. 1921 4 Sheets-Sheet 1 vwcutoz I Feb 5, 1924.

c. REINEKE;

REDUCTION AND MULTISTROKE POWER TRANSMITTING MECHANISM Filed March '7. 1921 4 Sheets-Sheet 2 "Feb. 5 7

' C. 'REINEKE REDUCTION mm mumrs'rnoxs POWER wmusmrmue MECHANISM Filed March '7, 1921 4 Sheets-Sheet'3 3 wwutop Feb-5,1924. 1,483,012

' C. REINEKE REDUCTION AND MULTISTROKE POWER TRANSMITTING MECHANISM Filed March 7. 1921 4 Shee ts-Sheet 4 TENT OFFICE.

CHARLES REINEKE, OF NEW YORK, N. Y.

REDUCTION AND MULTISTROKE POWER-TRANSMITTING MECHANISM.

Application filed March 7, 1921.- Serial No. 450,308.

T 0 all whom it may concern:

Be it known that I, CHARLES REINEKE, a citizen of the United States, residing at New York, in the county of New York and State of New York, have invented certain new and useful Improvements in Reduction and Multistroke Power-Transmitting Mechanism; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable. others skilled in the art to which it appertains to make and use the same.

My invention relates to power transmitting mechanisms, and contemplates more especially the Production of a novel propulsion device for ships, tractors, motor vehicles and the like.

An object of the present invention is to produce a mechanism wherein the power strokes of relative high speed engines are effectively reduced and transmitted to a slower moving element.

Another object of this invention is to provide a reduction .mechanism including a cam element and associated reciprocating slide interconnected with a supplemental crank extending from an engine. a

A further object of this invention is to produce a comparatively simple, durable and effective mechanism which can be easily installed and readily repaired.

With these and other objects in view the invention further consists in the structural arrangement and combination of the several parts to be hereinafter described and point ed out in the appended claims.

In the drawings wherein is illustrated an embodiment of my present invention:

Figure l is a plan view,.partly in section, and illustrating an association of my invention with relatively high speed engines, and a slow speed propeller shaft;

Figure 2 'is a vertical sectional view through the reciprocating slide and associated cam element, on an enlarged scale;

Figure 3 is a horizontal sectional view therethrough on the line 33 of Figure 2;

Fi re 4 is a vertical sectional view on the line 4.4 of Figure'2;

Figure 5 is a. detail perspective view of the hearing block for one of the roller shafts; and

Ifligure 6 is a detail sectional elevation of complementary cam elements and roller shafts associated respectively therewith.

This invention has been primarily designed for use in marine propulsion wherein it isdesirable to efi'ect a working and eflicient reduction in speed of the propeller shaft as compared with the relative high speed engines used to drive the shaft. It will be understood however, that my invention is not limited to ship propulsion, but may be installed in various other power units, such for example, as the motor vehicle and tractor.

Generally stated, my invention comprises an association of two or more engines preferably of the internal combustion type, having connected to supplemental crank shafts carried thereby, the reduction mechanism of cam and roller elements. It is desirable to arrange at least two cam' elements in complementary relation and offset with relation "to each otherso as to evenly transmit the power from the engines Without their stopping on dead center. A greater number of engines andan additional number of cam reduction elements may be used.

Referring to the drawings in which similar reference characters designate corresponding parts in the several views, the

engines 1 are preferably arranged upon either side of the driven or propeller shaft 2. In the present embodiment this driven shaft 2 will be referred to as the propeller shaft, a conventional thrust bearing 3 being illustrated at one "and and suitable hearing supports 4 being provided at the other end thereof.

Each engine lis provided with a supplemental crank shaft 5 journalled in suitable bearings 6. This supplemental crank shaft 5 is connected to the engine shaft 7 by means of a coupling 8. This coupling 8 may be of a detachable type, or arranged to operate as a clutch for engaging and dis engaging the supplemental crank and engine shaft. As. shown the cranks 9 of the supplemental shaft 5 are arranged at degrees, although it will be understood that I do not limit myself-to this exact arrangement. I

The cranks 9 are each attached to one end of connecting rods 10, the opposite ends of said connecting rods being scared to a reciprocating" carriage or slide 11. A connecting-rod 10 is attached to each end of the reciprocating carriage 11, which latter has associated therewith the reduction cam and roller shafts now to be described.

The reduction element or cam 12 is of e three point construction and is keyed to the propeller shaft 2 by means of keys 13, see Figure 2. Vhile I have shown a threepoint cam, it will be understood that other types may be inserted wherein the reduction of the power strokes from the engine shaft may be either further decreased or increased as the occasion may require. Cooperating with the several faces of the cam 12 are rollers or roller shafts 14. These roller shafts 14 are revolubly supported in bearings provided on the carriage 11. The bearing for each roller shaft 14 comprises a bearing block i5 adapted to be inserted in a cut-out portion 16 formed in the carriage 11. Retaining flanges 17 are formed on the bearing block 15 as show and serve to retain the block in position within the opening 16 as will be understood. These flanges 17 bear against the outerfaces of the side arms 18 on the carriage 11. Cap bearings 19 are provided at each end of the roller shaft 14, and are secured to the side arms 18 on the carriage by means of bolt and nut connections 20. The roller shafts 14 are further retained within the carriage by means of end plates 21 against which bear respectively the head and nut end of a bolt 22 (see Figure 3). This construction permits of the roller shaft freely revolving within its bearing and upon the bolt or central supporting shaft 22.

The opposite ends of the carriage 11 are provided with cross head connections 23 to which are secured the ends of the connecting rods 10, hereinbefore referred to. This cross head connection consists of a shaft pin 24, bearings 25, strap pin 26, and bolt 27. The shaft 24 is countersunk at 28 in one of the side arms 18 of the carriage. The opposite end of the shaft 24 is reduced and extends through the opposite side arm 18 of the carriage, and receives a nut 29. In the present arrangement it will be seen that the cross head shafts 24, the roller shafts 14, and the propeller shaft 2 are in alinement and receive the motion imparted through the connecting rods 10 according to the throw of the cranks 9. The reciprocatory motion of the slide or carriage 11 is thereby imparted to the cam 12 which serves to convert this reciprocating into rotary movement, thereby revolving the propeller shaft 2. It will be seen that three complete reciprocations of the carriage 11 or six distinct movements thereof will be required to produce one complete revolution of the shaft 2. The foregoing construction is designed to permit of an easy transmission of the strokes of the engines, and maintain the roller shafts 14 in continuous contact with the cam 12.

The reciprocating carriage or slide 11 is formed of a lower plate 30 and secured by .means of bolts 31 at each end thereof to the side arms 18. A top plate is similarly secured by bolts 33 to the side arms 18. Roller bearings 34 are carried by the lower plate 30 and are designed to operate upon a bottom guide plate 35 as best. shown in Figure 2. The plate secured by means of bolts 36 to the base 37 of a bracket 38. bide plates 35 are secured to the plate 36 and serve to retain the rollers in position. The bracket 38 may be further secured by means of bolts 39 to the bed of a suitable asting as will be understood.

The side arms 40 of the bracket 38 extend upwardly and are offset at 41 to form guide-ways 42 for the reciprocating carriage 11. A top guide plate 43 is secured to the offset portions 41 of the bracket by means of bolts 44. The under side of this top plate 43 serves to guide the carriage as will be understood. Roller or other bearings may be inserted between the carriage and the plate 43. If desired. the bearing supports 45 for the bearings 4 of the propcller shaft may be formed integral with. the bracket 38 as shown, although it will be understood that various other constructions of base and bearing supports may be used.

In operation the respective engines 1 are turned over in the direction of the arrows indicated upon the supplemental crank. shafts 5. thereby imparting reciprocatory motion through the connecting rods 10 to the slide or carriage it. The movement of the roller shafts against the working faces of the cam 12 serves to revolve the same as hereinbefore referred to and the propeller shaft 2 is rotated in the direction of the arrow shown in Figures and 2. The relative high speed of the engine shafts and the reciprocati'onsof the connecting rods are thereby converted into rotary movement which is imparted to the propeller shaft at a reduced speed of rotation. The several parts incident to this reduction mechanism are of heavy construction, and when several can] elements are associated respectively upon a single driven shaft, the motion impart-ed will be evenly received and distributed as will be understood. These earn elements may receive power direct from the piston as will be understood.

It will be understoodthat I do not limit myself to the exact disclosures herein as various changes in the arrangement and structural design of the several parts may be resorted to without departing from the spirit of this invention.

I claim:

1. The combination with a plurality of parallel high speed driving shafts and a relatively slow speed driven shaft arranged between the same, of a cam fixed to the driven shaft, a cross headadapted to reciprocate in a plane perpendicular to the axis of the driven shaft and provided with oppositely arranged abutment members constructed and positioned to engage said cam at substanone. direction while the other driving shaft' is pushing the cross-head in the same direction.

2. The combination with a plurality of parallel high speed crank shafts and a relatively slow speed shaft arranged between the same, of'a cam fixed to the slow speed shaft, a cross-head adapted to reciprocate in a plane perpendicular to the axis of the slow speed shaft and provided with oppositely arranged abutment members constructed and positioned to engage said cam at substantially diametrically opposite points, and rods connecting said cross-head to the crank portions of said crank shafts, the crank portions of said crank shafts bein so arranged relatively to one another that t e crank portion of one shaft will pull the cross-head in one direction while the crank portion of the other shaft is pushing the cross-head in the same direction.

3. The combination with a plurality of parallel high speed driving shafts and a relatively slow speed driven shaft arranged between the same, of a cam'fixed to the driven shaft and including a plurality of radially extending arms arranged at angles to one another, a cross-head adapted to reciprocate in a plane perpendicular to the axis of the driven shaft and provided with oppositely arranged abutment members constructed and positioned to simultaneously engage a plurality of the arms of the cam, and means connecting said cross-head to said driving shafts in such manner that one of the drlving shafts will pull the cross-head in one direction while the other driving shaft is pushing the cross-head in the same direction.

4. The combination with a plurality of parallel high speed driving shafts and a relatively slow speed driven shaft arranged between the same, of a cam fixed to the driven shaft, a cross-head adapted to reciprocate in a plane perpendicular to the axis of the driven shaft and provided with oppositely arranged abutment members constructed and positioned .to en age said cam at substantially diametrica ly opposite points, a supporting block for said cross-head, roller bearings supporting said cross-head onsaid block, said block being adapted to guidethe cross-head in a plane perpendicular to the axis of said driven shaft, and means connecting said cross-head to said driving shafts in such manner that one of the driving shafts will pull the cross-head in one direction while the other driving shaft is pushing the cross-head in the same direction.

- 5. The combination with a plurality of parallel high speed drivin crank shafts and a relatively slow speed riven shaft arranged between the same, of a plurality of cams fixed to the driven shaft and each including a plurality of radially extending arms arranged at angles to one another, the arms of one of said cams being arrangedout of alignment with thearms of the other cam,

cross-heads adapted to reciprocate in planes perpendicular to the axis of the driven shaft and each provided with oppositely arranged abutment members constructed and positioned to engage one of said cams at substantially diametrically opposite points, and means connecting said cross-heads to the crank portions of said driving shafts, the crank portions of each of saiddriving shafts being arranged atsuch relative angles that one cross-head will be moved in one direction while the other cross-head is being moved in the opposite direction. In testimon whereof I aflix my signature, in presence 0 two subscribing witnesses. 7

CHARLES REINEKE. Witnesses:

D. T. Camrnnm, JAMES A. LYNET. 

